Suggestions for new design Aluminum Mopar SB clean slate (kind of) cylinder heads

Johnny Mac said
All,

Time for our mopar sb lineup to get some love. I'd like to ask the masses to chime in with suggestions / observations for a BluePrint Engines Mopar SB cylinder head. (with a catch of course)

Here are some facts that are Non negotiable. Some of you won't love the "Limitations" , your opinions are welcome, but these are things I CANNOT change, based on block availability.

1. These will use pushrod oiling, and have stud mounted rockers. LA blocks in the world for a company of our Size are too sparse to use deck oiling or shaft rockers. Not interested in the cost of shaft rockers, or trying to oil shaft rockers through the pushrods. Just is what it is.
2. I hope to utilize the LA intake manifold bolt pattern opposed to magnum. Opens up aftermarket intake availability. I think the intake bolts (LA vs magnum) occupy the same realestate, so there won't be enough meat to machine both at the same time. has to be 1 or the other. correct me if i'm wrong.
3. Keeping in mind we're an engine manufacture first, not a head company....the idea is to use these on our engines first....and offer them to the aftermarket as capacity allows.
4. Must be magnum head -ish based. I cannot get into weird W2 ports, completely moving the pushrod holes, etc. These are primary going in 500HP and down cars, so they must fit without weird custom headers, use avail intakes, etc.

outside of the above, I would love to hear things you dislike about the other few heads on the market, or would change. EX: do the magnum edelbrocks have missing bolt bosses vs an LA? are magnum based heads fatter somewhere an LA isn't, so they make it hard to bolt on OE accessories. (may be completely false, just throwing out examples)

Should be a nice little 290 ish CFM street/strip head with a 2.08 intake valve that does everything we need it to do, w/o getting too exotic.

thanks everyone in advance for the input.

This is a tough one Johnny. While there aren’t a lot of offerings for the SBM, the one that are out there cover the bases. Barley, but there covered.

I’ll list my complaints on various heads.

Edelbrock and most everyone else really is the length of the head interferes with the alternator installation. This is really annoying! There is no reason the head should do this. It doesn’t need to be cast this way. It’s a waste of aluminum and a PIA for the end user.

Low valve cover rail. Just a smidge higher.
Small cylinder head runners in cc’s.
Valve train geometry.
If possible, the ability to run a shaft rocker.
Valve spring size can be an issue in its width and height. The spring pockets ability to use a 1.55 spring and ability of a 2.00 spring height need not be a OOTB ability but obtainable easy enough.

The niche market for the SBM head has a missing head in between the Edelbrock Victor and a well ported Edelbrock/Speedmaster head as cast.

I joked above on the remark I made when I quoted RustyRatRod on the W5. The W2/5 head is a very old design race head. This should not be copied in anyway.